JP7097987B2 - In-vehicle network system and its communication method - Google Patents

Description

The present application belongs to the technical field of network communication of railway vehicles, and more specifically, relates to an in-vehicle network system suitable for integrating a train control system network and a signal system network, and a communication method thereof.

Traditional in-vehicle network systems typically include a variety of services, such as a signal system network to help train maneuvering and operation, and a train control management system (abbreviated as TCMS) to help control and maintain trains. Consists of many types of networks. Such an in-vehicle network system has the following problems.
1. 1. The coexistence of multiple system sets increases network complexity and points of failure.
2. 2. The coexistence of multiple system sets increases train manufacturing costs and improves cabinet and cable placement complexity.
3. 3. Because the networks are separated from each other, vehicle maintenance personnel are unable to achieve integrated maintenance and management, increasing maintenance and management complexity and cost.

If the TCMS network and the signaling system network are directly integrated into the same physical network, the network can be simplified. However, the presence of low-security subsystem devices in TCMS networks is prone to risk, leading to loss of control of the signaling system and a hidden danger to train operation safety.

Considering the problems that existed in conventional in-vehicle network systems, the present application provides an in-vehicle network system with low complexity, low cost, and high security, and a communication method thereof.

To this end, one aspect of the present application provides an in-vehicle signal system device, a TCMS device, another in-vehicle network subsystem device, and an in-vehicle network system comprising two independent subsystems. The TCMS device and other in-vehicle network subsystem devices have direct access to the first subsystem A and the second subsystem B, respectively, and depending on the safety level, the TCMS device and other in-vehicle network subsystem devices are the main subsystem device having a high safety level. Classified as a normal subsystem device with a low level of security, each of the major subsystem devices accesses the first subsystem A and the second subsystem B through two or more communication interfaces, and is usually Subsystem device directly accesses the second subsystem B and / or the first subsystem A.

In one aspect, preferably the normal subsystem device has direct access to the first subnet A or the second subnet B.

Preferably, each of the regular subsystem devices has one communication interface and is not related to train operation and vehicle safety, and each of the regular subsystem devices has one communication interface. Access the first subnetwork A or the second subnetwork B.

Preferably, a normal subsystem device in each passenger vehicle sends a message in the first subsystem A or a second subsystem B and sends the same message to the main subsystem device in this passenger vehicle. The main subsystem device in this passenger car transfers the message in the second subsystem B or the first subnet A as a hot standby of the normal subsystem device, and the receiving side is the network of the two subnets. Depending on the data and network conditions, it is determined to accept the data in the first subnet A or the second subnet B.

In another aspect, preferably the normal subsystem device has direct access to the first subnet A and the second subnet B.

Preferably, each of the regular subsystem devices has at least two communication interfaces and is not related to train operation and vehicle safety, and each of the regular subsystem devices has two or more communication interfaces. The first subnetwork A and the second subnetwork B are accessed via the above.

Preferably, a normal subsystem device in each passenger vehicle sends a message simultaneously in the first subnet A and the second subnet B, and the receiver follows the network data and network conditions of the two subnets. Determines to accept data in the first subnet A or the second subnet B.

Preferably, each of the major subsystem devices has at least two communication interfaces and is a device involved in train operation and vehicle safety, and each of the major subsystem devices has two or more communication interfaces. Access the two subnetworks via.

Preferably, the primary subsystem device in each passenger vehicle sends a message simultaneously in the first subnet A and the second subnet B, and the receiver follows the network data and network conditions of the two subnets. Determines to accept data in the first subnet A or the second subnet B.

Preferably, the vehicle-mounted signal system device is a vehicle-mounted device, each having at least two communication interfaces, and each vehicle-mounted signal system device accesses two subnetworks via two or more communication interfaces.

Preferably, the vehicle-mounted signaling system device operates simultaneously in the first subnet A and the second subnet B, and the receiver depends on the network data and network conditions of the two subnets, the first subnet A or the first subnet. Determines to accept data in the second subnet B.

Based on the vehicle-mounted network system described above, another aspect of the present application provides a communication method for the vehicle-mounted network system, including the following steps.
The in-vehicle signaling system device performs communication, i.e.
The vehicle-mounted signaling system device operates simultaneously in the first subnet A and the second subnet B, and the receiver receives the first subnet A or the second subnet according to the network data and network conditions of the two subnets. Determines to accept data in subnetworks B.
The main subsystem device carries out the communication, that is,
The major subsystem devices in each passenger vehicle simultaneously transmit messages in the first subnet A and the second subnet B, and the receiver receives the first according to the network data and network conditions of the two subnets. Determines to accept data in subnet A or a second subnet B.
Normal subsystem devices carry out communication, i.e.
A normal subsystem device in each passenger car sends a message in the first subsystem A or the second subsystem B, sends the same message to the main subsystem device in this passenger car, and in this passenger car. The main subsystem device of the is a normal subsystem device hot standby, the message is transferred in the second subsystem B or the first subsystem A, and the receiver receives the network data and network of the two subsystems. Depending on the state, it is determined to accept data in the first subsystem A or the second subsystem B, or the normal subsystem device in each passenger vehicle is the first subsystem A and the second subsystem B. At the same time, the receiver decides to accept the data in the first subsystem A or the second subsystem B according to the network data and network conditions of the two subsystems.

Compared with the prior art, the present application has the following advantages and favorable effects.
(1) In the vehicle-mounted network system provided by the present application, the vehicle-mounted signal system device, the TCMS device, and other vehicle-mounted network subsystem devices are incorporated into the same network in order to realize the integration of the signal network and the TCMS network. As a result, the number of network switching devices, train cables, and cabinets can be reduced, reducing the complexity and maintenance costs of the in-vehicle network system. On the other hand, device centralization and optimized placement reduce the failure points of in-vehicle network systems.
(2) The in-vehicle network system provided by the present application is advantageous for realizing data sharing and failure diagnosis of network devices from the viewpoint of the entire train system, and is advantageous for realizing diversification of train network services. Is.
(3) In the in-vehicle network system provided by the present application, the first subsystem A and the second subnet B, which are independent of each other, are used as hot standbys for each other, and the main subsystem device is the first. It is used as a transfer point for regular subsystem devices to achieve physical separation of subnet A and second subnet B. That is, a normal system device cannot directly access a subnetwork in which a normal system device is not located. Therefore, the security and stability of another network in which the signaling system device is located is guaranteed, thus avoiding the hidden dangers posed by normal subsystems with low levels of security and the risks posed by network integration. Is reduced.
(4) In the in-vehicle network system provided by the present application, the signal system device directly accesses the first subnet A and the second subnet B, and the main subsystem device is the first in a dual homing method. The subnet A and the second subnet B are accessed, and the first subnet A and the second subnet B are hot standby to each other. That is, the two subnetworks are redundant with each other. If one of the subnetworks fails, the other subnetworks will be used for communication. In this way, the normal operation of the in-vehicle network device is guaranteed, the communication between the devices of the entire vehicle is not affected, and the reliability of the network is improved.
(5) In the in-vehicle network system provided by the present application, a normal subsystem device can directly access the first subnet A and the second subnet B, and the first subnet A and the second subnet can be accessed. Subnetworks B are hot standby to each other. That is, the two subnetworks are redundant with each other. If one of the subnetworks fails, the other subnetworks will be used for communication. In this way, the normal operation of the in-vehicle network device is guaranteed, the communication between the devices of the entire vehicle is not affected, and the reliability of the network is improved.
(6) The in-vehicle network system provided by this application provides an integrated maintenance management platform for vehicle maintenance personnel, resulting in reduced maintenance costs, reduced maintenance complexity and improved maintenance efficiency. ..
(7) In the communication method provided by this application, the integration of the signal system network and the TCMS network reduces the number of network switching devices, train cables, and cabinets, and the complexity, manufacturing cost, and manufacturing cost of the train network. Maintenance costs are reduced.
(8) The hot standby mechanism, which transfers messages from the normal subsystem device by the train's main subsystem device provided in this application, has a low safety level during the integration of the signal system network and the TCMS network. The hidden dangers posed by the subsystems are avoided, the risks posed by network consolidation are reduced, and the security and stability of the network is improved.
(9) In the communication method provided by the present application, the signal system device, the TCMS device, and the other in-vehicle subsystem device all access the first subnet A and the second subnet B, and the first sub-network. Network A and the second subnet B are hot standby to each other. That is, the two subnetworks are redundant with each other. If one of the subnetworks fails, the other subnetworks will be used for communication. In this way, the normal operation of the in-vehicle network device is guaranteed, the communication between the devices of the entire vehicle is not affected, and the reliability of the network is improved.

FIG. 3 is a network architecture diagram of an in-vehicle network system according to an embodiment of the present application.

It is a figure of the message transmission mode of the main subsystem device and the ordinary subsystem device according to the embodiment of this application.

FIG. 3 is a network architecture diagram of an in-vehicle network system network according to another embodiment of the present application.

FIG. 3 is a diagram of a major subsystem device and a normal subsystem device message transmission mode according to another embodiment of the present application.

FIG. 3 is a network architecture diagram of an in-vehicle network system network according to still another embodiment of the present application.

FIG. 3 is a diagram of a major subsystem device and a normal subsystem device message transmission mode according to yet another embodiment of the present application.

This application is specifically described below in an exemplary implementation. However, it should be understood that elements, structures, and features in one implementation may be advantageously integrated into another without further description.

In addition, in the description of this application, terms such as "first" and "second" are for illustration purposes only and are not to be construed as indicating or meaning relative importance. Please note.

Embodiment 1
With reference to FIG. 1, one embodiment of the present application is an in-vehicle signal system device, a TCMS device, another in-vehicle network subsystem device, and two independent subsystems, namely a first subsystem A and a second. Provides an in-vehicle network system with a sub-network B of, in which the in-vehicle signaling system device has direct access to the first subsystem A and the second subsystem B, respectively, and depending on the safety level, the TCMS device and other. Automotive network subsystem devices are classified into major subsystem devices with a high level of security and normal subsystem devices with a low level of security, and each of the major subsystem devices is via two or more communication interfaces. Accessing the first subsystem A and the second subsystem B, the normal subsystem device directly accesses the second subsystem B.

In this embodiment, other vehicle-mounted network devices other than the vehicle-mounted signal system device are rationally classified. Those skilled in the art can determine the classification of high safety level and low safety level according to the need for vehicle operation. There are different classification criteria for different vehicle models and applications. For example, classification may be performed depending on whether it is related to the safety of train operation. Devices related to train operation safety are the main high-safety subsystem devices, and non-train operation safety-related devices are ordinary low-safety subsystem devices. In this case, all TCMS devices are related to the safety of vehicle operation, so they are classified as major subsystem devices. Among other in-vehicle network subsystem devices, devices related to train operation safety are classified as major subsystem devices, and devices not related to train operation safety are classified as normal subsystem devices. After classification, in-vehicle network devices are in-vehicle signaling system devices, major subsystem devices, and regular subsystem devices, in succession from a high level of safety to a low level of safety.

In this embodiment, the vehicle-mounted signal system network and the TCMS network are integrated into the same network, resulting in reduced complexity of the vehicle-mounted network system. On the other hand, device centralization and optimized placement reduces system failure points. In addition, because the first and second subnetworks B are hot standby to each other, an irreparable failure has occurred in one of the first and second subnetworks B. When it is possible to ensure that the normal operation of the vehicle-mounted network device is unaffected.

It should be noted that the configuration modes of in-vehicle signaling system devices, major subsystem devices, and regular subsystem devices in train passenger cars are not fixed by various vehicle models. For example, each passenger vehicle may be equipped with three types of devices at the same time, or may be equipped with only one or two types of devices. In addition, the number of equipped devices of each type is not fixed. In the drawings of this application, for convenience of expression, each passenger vehicle is equipped with three types of devices, which should not be construed as a limitation on this application.

As a preferred design of an in-vehicle network system, each of the major subsystem devices has at least two communication interfaces and is a device involved in train operation and vehicle safety, and each of the major subsystem devices is 2 Access two subsystems through one or more communication interfaces.

In the above-mentioned in-vehicle network system, the main subsystem device in each passenger vehicle simultaneously transmits a message in the first subsystem A and the second subsystem B, and the receiving side receives the network data of the two subsystems and the network data of the two subsystems. Depending on the network state, it is determined to accept the data in the first sub-network A or the second sub-network B. Specifically, the network state is determined according to data arrival time, network stability, and other characteristics, so that the first subnet A or the second subnet B is selected. The network data includes fields that can indicate the data source, so data from the selected network is retrieved according to the network data. The main subsystem device employs a dual homing hot standby mechanism. In the event of a network failure in one of the first subnet A and the second subnet B, the primary subsystem device is unaffected and continues to accept data in the other normally operating subnets. Therefore, the reliability of the network is improved.

As a preferred solution, the major subsystem devices are the central control unit (CCU), drive control unit (DCU), remote input / output module (RIOM), brake control unit (BCU), and auxiliary control unit (ACU). Be prepared. However, the major subsystem device is not limited to the above devices, and may further include a human-machine interface unit (HMI), an emergency recording module (ERM), and other in-vehicle network devices with a high level of security. Here, the central control unit (CCU), remote input / output module (RIOM), human-machine interface unit (HMI), and emergency recording module (ERM) belong to TCMS devices, and other devices belong to other vehicle network subsystems. Belongs to a device.

As a preferred design of an in-vehicle network system, each of the regular subsystem devices has one communication interface and is not related to train operation and vehicle safety, and each of the regular subsystem devices has one. The second subsystem B is accessed via the communication interface.

A normal subsystem device in each passenger car sends a message in the second subsystem B, sends the same message to the main subsystem device in this passenger car's network, and sends the same message to the main subsystem in this passenger car. The device transfers a message in the first subsystem A as a hot standby for a normal subsystem device. When the second subsystem B is normal, the data in the second subnet B is accepted, or otherwise, the normal subsystem transferred by the main subsystem device in the first subnet A. Data from the device is accepted. In the event of a train-level failure in the second subnet B, the primary subsystem device is unaffected and continues to accept data from the first subnet A. Since the main subsystem device is used as a transfer point for the normal subsystem device, the normal subsystem device data to the first subsystem A via the transfer by the main subsystem device in this passenger car network. To send. The signaling system device is also unaffected and continues to accept data in the first subnet A. During the above process, the normal subsystem device does not communicate directly with the first subnet A, and the primary subsystem device is the first subnet A and the second as a transfer point for the normal subsystem device. Achieve the physical separation of the subnet B of. That is, during the integration of the signal network and the TCMS network, the risks within the signal system device caused by the normal subsystem device are eliminated. When dangerous behavior such as a broadcast storm or virus intrusion occurs in the second subnet B, the normal operation of the first subnet A in which the signaling system device is located can continue to be guaranteed. Data exchange between the main subsystem device and the normal subsystem device is performed by the network switching unit that connects the main subsystem device and the normal subsystem device.

As a preferred solution, conventional subsystem devices include an electronic door control unit (EDCU), heating, ventilation and air conditioning (HVAC), passenger information system (PIS), fire alarm system (FAS), and lighting control unit (LCU). .. However, conventional subsystem devices are not limited to those described above, and may further include a moving component detection system, a video surveillance system CCTV, a battery management system (BMS), and other in-vehicle network devices with low safety levels.

As a preferred design of an in-vehicle network system, an in-vehicle signal system device is an in-vehicle device, each having at least two communication interfaces, and each in-vehicle signal system device has two subs, each via two or more communication interfaces. Access the network. That is, to ensure a level of security, each in-vehicle signaling system device includes at least two communication interfaces and accesses the first and second subnetworks A or second through the at least two communication interfaces. As a result, the vehicle-mounted signal systems in the first subnet A and the second subnet B are redundant with each other.

The vehicle-mounted signaling system device operates simultaneously in the first subnet A and the second subnet B, and the receiver receives the first subnet A or the second subnet according to the network data and network conditions of the two subnets. Determines to accept data in subnetworks B. When a network failure occurs in one of the first subnet A and the second subnet B, the signaling system device is unaffected and continues to accept data in the other subnets that operate normally. Improves network reliability.

As a preferred solution, in-vehicle signaling system devices include motion determination units (MDUs), vital digital units (VDUs), train access units (TAUs), automatic train monitoring systems (ATSs), safety gateway devices (SGs), and communication management. It is equipped with a unit (CMU). However, the vehicle-mounted signal system device is not limited to the above devices, and may further include an automatic train operation system (ATO), a vital operation process unit (VOP), and other signal system devices.

Further referring to FIG. 1, as a preferred solution for an in-vehicle network system, the topologies of the first and second subnetworks B are linear topologies, but are not limited to ring topologies, trapezoidal topologies, and the like. It may be there. In the in-vehicle network system, an appropriate network topology may be selected according to the requirements of the train.

With reference to FIG. 1, as a preferred solution for in-vehicle network systems, multiple network switching units are placed in each subnetwork to achieve communication between the two subnetworks and the in-vehicle network device. The device is connected to the subnet network via the network switching unit.

Embodiment 2
With reference to FIG. 3, another embodiment of the present application is an in-vehicle signaling system device, a TCMS device, another in-vehicle network subsystem device, and two independent subsystems, ie, a first subsystem A and a first. It provides an in-vehicle network system with two sub-networks B, where the in-vehicle signaling system device has direct access to the first subsystem A and the second subsystem B, respectively, and depending on the safety level, the TCMS device and others. Automotive network subsystem devices are classified into major subsystem devices with a high level of security and normal subsystem devices with a low level of security, and each of the major subsystem devices is via two or more communication interfaces. The first subsystem A and the second subsystem B are accessed, and the normal subsystem device directly accesses the first subsystem A. The in-vehicle signal system network and the TCMS network are integrated into the same network, resulting in less complexity in the in-vehicle network system. On the other hand, device centralization and optimized placement reduces system failure points. In addition, because the first and second subnetworks B are hot standby to each other, an irreparable failure has occurred in one of the first and second subnetworks B. When it is possible to ensure that the normal operation of the vehicle-mounted network device is unaffected.

In this embodiment, a normal subsystem device in each passenger vehicle sends a message in the first subnet A, and the same message is sent to the main subsystem device in the network of the passenger vehicle, and the same message is transmitted in the passenger vehicle. The major subsystem device of the above is different from the first embodiment in that the message is transferred in the second subsystem B as a hot standby of the normal subsystem device. When the first subnet A is normal, the data in the first subnet A is accepted, or otherwise, the normal subsystem transferred by the main subsystem device in the second subnet B. Data from the device is accepted. In the event of a train-level failure in the first subnet A, the primary subsystem device is unaffected and continues to accept data in the second subnet B. Since the main subsystem device is used as a transfer point for the normal subsystem device, the normal subsystem device data to the second subsystem B via the transfer by the main subsystem device in this passenger car network. To send. The signaling system device is also unaffected and continues to accept data in the second subnet B. During the above process, the normal subsystem device does not communicate directly with the second subsystem B, and the main subsystem device is the first subsystem A and the second as a transfer point of the normal subsystem device. Achieve the physical separation of the subnetwork B of. That is, during the integration of the signal network and the TCMS network, the risks within the signal system device caused by the normal subsystem device are eliminated. In the event of a dangerous action such as a broadcast storm or viral entry in the first subnet A, the normal operation of the second subnet B in which the signaling system device is located can continue to be guaranteed.

Embodiment 3
With reference to FIG. 5, yet another embodiment of the present application is an in-vehicle signaling system device, a TCMS device, another in-vehicle network subsystem device, and two independent subsystems, i.e., a first subsystem A and An in-vehicle network system with a second subsystem B is provided, and the in-vehicle signal system device directly accesses the first subsystem A and the second subsystem B, respectively, and depending on the safety level, the TCMS device and the TCMS device. Other in-vehicle network subsystem devices are classified into major subsystem devices with a high level of security and normal subsystem devices with a low level of security, and each of the major subsystem devices has two or more communication interfaces. The first subsystem A and the second subsystem B are accessed via the normal subsystem device, and the first subsystem A and the second subsystem B are accessed via two or more communication interfaces. do. The in-vehicle signal system network and the TCMS network are integrated into the same network, resulting in less complexity in the in-vehicle network system. On the other hand, device centralization and optimized placement reduces system failure points. In addition, because the first and second subnetworks B are hot standby to each other, an irreparable failure has occurred in one of the first and second subnetworks B. When it is possible to ensure that the normal operation of the vehicle-mounted network device is unaffected.

In this embodiment, each of the normal subsystem devices has at least two communication interfaces and is not related to train operation and vehicle safety, and each of the normal subsystem devices has two or more. It differs from Embodiments 1 and 2 in that it accesses the first subsystem A and the second subsystem B via the communication interface.

A normal subsystem device in each passenger vehicle sends a message simultaneously in the first subnet A and the second subnet B, and the receiver receives the first according to the network data and network state of the two subnets. Determines to accept data in subnet A or a second subnet B. When a network failure occurs in one of the first subnet A and the second subnet B, the normal subsystem device is unaffected and continues to accept data in the other normally operating subnet. Therefore, the reliability of the network is improved.

Based on the vehicle-mounted network system provided in embodiments 1 and 2, one embodiment of the present application provides a communication method for the vehicle-mounted network system, including the following steps.

S1: The in-vehicle signal system device performs communication. The in-vehicle signal system device operates simultaneously in the first subnet A and the second subnet B, and the receiving side follows the network data and network status of the two subnet networks. , Determines to accept data in the first subnet A or the second subnet B.

S2: The main subsystem device communicates with the main subsystem device The main subsystem device in each passenger vehicle simultaneously sends a message in the first subsystem A and the second subnet B, and the receiving side has two subs. Depending on the network data and network conditions of the network, it is determined that the first subnet A or the second subnet B accepts the data.

S3: Normal subsystem device performs communication The normal subsystem device in each passenger vehicle sends a message in the second subsystem B or the first subsystem A, and is the main in the network of this passenger vehicle. The same message is sent to the subsystem device, and the main subsystem device in this passenger car transfers the message in the first subsystem A or the second subsystem B as a hot standby of the normal subsystem device. , The receiver decides to accept the data in the first subsystem A or the second subsystem B, depending on the network data and network conditions of the two subsystems.

The order of steps S1, S2, and S3 may be changed. For example, it is possible that S1: the main subsystem device performs communication, followed by S2: the normal subsystem device performs communication, and S3: the signaling system device performs communication. It is also possible that S1: the main subsystem device performs communication, followed by S2: the signaling system device performs communication, and S3: the normal subsystem device performs communication, and so on. : It is also possible that a normal subsystem device performs communication, followed by S2: a major subsystem device performs communication, and S3: a signaling system device performs communication.

In the communication method provided by this application, two independent subnetworks are used to integrate the signal network and the TCMS network, and the two subnetworks are hot standby to each other, resulting in improved network reliability. do. On the other hand, the major subsystem device sends a message in the first subnet A or the second subnet B as a hot standby for the normal subnet device in order to achieve physical separation of the two subnets. It has been proposed that the transfer, as a result, the normal subsystem device does not communicate directly with the first subnet A or the second subnet B. Therefore, during the integration of the signal network and the TCMS network, the risks posed to the signal system device caused by the normal subsystem device are eliminated and the security of the network is improved.

Based on the vehicle-mounted network system provided in Embodiment 3, another embodiment of the present application provides a communication method for the vehicle-mounted network system, including the following steps.

S1: The in-vehicle signal system device performs communication. The in-vehicle signal system device operates simultaneously in the first subnet A and the second subnet B, and the receiving side follows the network data and network status of the two subnet networks. , Determines to accept data in the first subnet A or the second subnet B.

S2: The main subsystem device communicates with the main subsystem device The main subsystem device in each passenger vehicle simultaneously sends a message in the first subsystem A and the second subnet B, and the receiving side has two subs. Depending on the network data and network conditions of the network, it is determined that the first subnet A or the second subnet B accepts the data.

S3: Normal subsystem device performs communication The normal subsystem device in each passenger vehicle simultaneously sends a message in the first subsystem A and the second subnet B, and the receiving side receives two subs. Depending on the network data and network conditions of the network, it is determined that the first subnet A or the second subnet B accepts the data.

The order of steps S1, S2, and S3 may be changed. For example, it is possible that S1: the main subsystem device performs communication, followed by S2: the normal subsystem device performs communication, and S3: the signal system device performs communication. , S1: major subsystem device performs communication, followed by S2: signal system device performs communication, and S3: normal subsystem device performs communication, and so on. It is also possible that S1: a normal subsystem device performs communication, followed by S2: a major subsystem device performs communication, and S3: a signaling system device performs communication.

In the communication method provided by this application, two independent subnetworks are used to integrate the signal network and the TCMS network, and the two subnetworks are hot standby to each other, resulting in improved network reliability. do.

The communication methods provided by this application are further described below, depending on the specific embodiment. The description takes a train access unit (TAU) as an example of an in-vehicle signal system device, a central control device (CCU) as an example of a major subsystem device, and a fire alarm system (FAS) as an example of a normal subsystem device. Is given.

Embodiment 4
The first subnet A is defined as the primary network and the second subnet B is defined as the auxiliary network.

The TAUs in the first subnet A and the second subnet B send messages simultaneously in their respective subnetworks. If the first subnet A is normal, the data of the first subnet A is accepted, and if a failure occurs in the first subnet A, the data of the second subnet B is accepted.

Referring to FIG. 2, the CCU simultaneously sends message 1 in the first subnet A and the second subnet B, which are hot standby to each other. When the first subnet A is normal, the data of the first subnet A is accepted, and when a failure occurs in the first subnet A, the data of the second subnet B is accepted. The FAS sends the message 2 in the second subnet B, and also sends this message to the CCU. In addition to the message 1, the CCU transmits a message 2 from the FAS in the first subnet network A in order to realize the hot standby function for the FAS. When the first subnet A is normal, the data of the first subnet A is accepted, and when a failure occurs in the first subnet A, the data of the second subnet B is accepted.

Alternatively, referring to FIG. 4, the CCU simultaneously sends message 1 in the first subnet A and the second subnet B, which are hot standby to each other. When the first subnet A is normal, the data of the first subnet A is accepted, and when a failure occurs in the first subnet A, the data of the second subnet B is accepted. The FAS sends the message 2 in the first subnet A, and also sends this message to the CCU. In addition to message 1, the CCU transmits message 2 from FAS in the second subnet B to implement a hot standby function for FAS. When the first subnet A is normal, the data of the first subnet A is accepted, and when a failure occurs in the first subnet A, the data of the second subnet B is accepted.

Embodiment 5
The second subnet B is defined as the primary network and the first subnet A is defined as the auxiliary network.

The TAUs in the first subnet A and the second subnet B send messages simultaneously in their respective subnetworks. If the second subnet B is normal, the data of the second subnet B is accepted, and if a failure occurs in the second subnet B, the data of the first subnet A is accepted.

With reference to FIG. 2, the CCU simultaneously sends message 1 on the first subnet A and the second subnet B, which are hot standby to each other. When the second subnet B is normal, the data of the second subnet B is accepted, and when a failure occurs in the second subnet B, the data of the first subnet A is accepted. The FAS sends the message 2 in the second subnet B, and also sends this message to the CCU. In addition to the message 1, the CCU transmits a message 2 from the FAS in the first subnet network A in order to realize the hot standby function for the FAS. When the second subnet B is normal, the data of the second subnet B is accepted, and when a failure occurs in the second subnet B, the data of the first subnet A is accepted.

Alternatively, with reference to FIG. 4, the CCU simultaneously sends message 1 on the first subnet A and the second subnet B, which are hot standby to each other. When the second subnet B is normal, the data of the second subnet B is accepted, and when a failure occurs in the second subnet B, the data of the first subnet A is accepted. The FAS sends the message 2 in the first subnet A, and also sends this message to the CCU. In addition to message 1, the CCU transmits message 2 from FAS in the second subnet B to implement a hot standby function for FAS. When the second subnet B is normal, the data of the second subnet B is accepted, and when a failure occurs in the second subnet B, the data of the first subnet A is accepted.

Embodiment 6
The first subnet A and the second subnet B are used unprioritized and the two subnetworks all operate normally.

The TAUs in the first subnet A and the second subnet B send messages simultaneously in their respective subnets, and the receiver receives the first subnet A according to the network state and network data of the two subnets. Or accept the data of the second subnet B. If the network state and network data of the first subnet A is superior to those of the second subnet B, then the data of the first subnet A is accepted. Conversely, if the network state and network data of the second subnet B is superior to those of the first subnet A, then the data of the second subnet B will be accepted.

The CCU simultaneously transmits message 1 in the first subnet network A and the second subnet network B, which are hot standby to each other. If the network state and network data of the first subsystem A is superior to those of the second subsystem B, the data of the first subsystem A will be accepted and conversely, of the second subsystem B. If the network state and network data are superior to those of the first subsystem A, then the data of the second subsystem B will be accepted. The FAS sends the message 2 in the second subnet B, and also sends this message to the CCU. In addition to the message 1, the CCU transmits a message 2 from the FAS in the first subnet network A in order to realize the hot standby function for the FAS. If the network state and network data of the first subnet A is superior to those of the second subnet B, then the data of the first subnet A is accepted and vice versa. If the data state and network data are superior to those of the first subnet A, then the data of the second subnet B will be accepted.

Alternatively, the CCU simultaneously transmits message 1 in the first subnet network A and the second subnet network B, which are hot standby with each other. If the network state and network data of the first subsystem A is superior to those of the second subsystem B, the data of the first subsystem A will be accepted and conversely, of the second subsystem B. If the network state and network data are superior to those of the first subsystem A, then the data of the second subsystem B will be accepted. The FAS sends the message 2 in the first subnet A, and also sends this message to the CCU. In addition to message 1, the CCU transmits message 2 from FAS in the second subnet B to implement a hot standby function for FAS. If the network state and network data of the first subnet A is superior to those of the second subnet B, then the data of the first subnet A is accepted and vice versa. If the data state and network data are superior to those of the first subnet A, then the data of the second subnet B will be accepted.

Embodiment 7
The first subnet A is defined as the primary network and the second subnet B is defined as the auxiliary network.

The TAUs in the first subnet A and the second subnet B send messages simultaneously in their respective subnetworks. If the first subnet A is normal, the data of the first subnet A is accepted, and if a failure occurs in the first subnet A, the data of the second subnet B is accepted.

The CCU simultaneously transmits messages in the first subnet network A and the second subnet network B, which are hot standby to each other. If the first subnet A is normal, the data of the first subnet A is accepted, and if a failure occurs in the first subnet A, the data of the second subnet B is accepted.

The FAS simultaneously sends messages in the first subnet A and the second subnet B. If the first subnet A is normal, the data of the first subnet A is accepted, and if a failure occurs in the first subnet A, the data of the second subnet B is accepted.

8th embodiment
The second subnet B is defined as the primary network and the first subnet A is defined as the auxiliary network.

The TAUs in the first subnet A and the second subnet B send messages simultaneously in their respective subnetworks. If the second subnet B is normal, the data of the second subnet B is accepted, and if a failure occurs in the second subnet B, the data of the first subnet A is accepted.

The CCU simultaneously transmits messages in the first subnet network A and the second subnet network B, which are hot standby to each other. If the second subnet B is normal, the data of the second subnet B is accepted, and if a failure occurs in the second subnet B, the data of the first subnet A is accepted.

The FAS simultaneously sends messages in the first subnet A and the second subnet B. If the second subnet B is normal, the data of the second subnet B is accepted, and if a failure occurs in the second subnet B, the data of the first subnet A is accepted.

Embodiment 9
The first subnet A and the second subnet B are used unprioritized and the two subnetworks all operate normally.

The TAUs in the first subnet A and the second subnet B send messages simultaneously in their respective subnets, and the receiver receives the first subnet A according to the network state and network data of the two subnets. Or accept the data of the second subnet B. If the network state and network data of the first subnet A is superior to those of the second subnet B, then the data of the first subnet A is accepted. Conversely, if the network state and network data of the second subnet B is superior to those of the first subnet A, then the data of the second subnet B will be accepted.

The CCU simultaneously transmits messages in the first subnet network A and the second subnet network B, which are hot standby to each other. The receiver accepts the data of the first subnet A or the second subnet B according to the network state and network data of the two subnetworks. If the network state and network data of the first subnet A is superior to those of the second subnet B, then the data of the first subnet A is accepted. Conversely, if the network state and network data of the second subnet B is superior to those of the first subnet A, then the data of the second subnet B will be accepted.

The FAS sends messages simultaneously in the first subnet A and the second subnet B, and the receiver receives the first subnet A or the second subnet according to the network state and network data of the two subnets. Accepts network B data. If the network state and network data of the first subnet A is superior to those of the second subnet B, then the data of the first subnet A is accepted. Conversely, if the network state and network data of the second subnet B is superior to those of the first subnet A, then the data of the second subnet B will be accepted.

The aforementioned embodiments are used to illustrate the application and are not limiting the application. Any amendments or modifications made to this application without departing from the spirit of the invention and the scope of claims shall fall within the scope of protection of this application.

Claims (8)

An in-vehicle network system comprising: an in-vehicle signal system device, a train control management system device, another in-vehicle network subsystem device, and two independent subsystems, each of which is an in-vehicle signal system device. The train control management system device and the other in-vehicle network subsystem devices have direct access to the first subsystem A and the second subsystem B, and depending on the safety level, the main subsystem having a high safety level. Classified as devices and regular subsystem devices with a low level of security, each of the major subsystem devices has the first subsystem A and the second subsystem B via two or more communication interfaces. A vehicle-mounted network system in which the normal subsystem device directly accesses the first subsystem A or the second subsystem B. Each of the above-mentioned conventional subsystem devices has one communication interface and is not related to train operation and vehicle safety, and each of the above-mentioned ordinary subsystem devices has one communication interface. The vehicle-mounted network system according to claim 1 , wherein the first subnetwork A or the second subnetwork B is accessed. The normal subsystem device in each passenger vehicle sends a message in the first subsystem A or the second subsystem B and sends the same message to the primary subsystem device in the passenger vehicle. The main subsystem device in the passenger vehicle transfers a message in the second subsystem B or the first subsystem A as a hot standby of the normal subsystem device, and the receiving side receives the second. The vehicle-mounted network according to claim 1 or 2 , wherein the first sub-network A or the second sub-network B determines to accept data according to the network data and network state of the sub-network. system. Each of the major subsystem devices has at least two communication interfaces and is a device involved in train operation and vehicle safety, and each of the major subsystem devices has two or more communication interfaces. The vehicle-mounted network system according to claim 1, wherein the two subsystems are accessed via the above-mentioned two subnetworks. The major subsystem device in each passenger vehicle simultaneously transmits a message in the first subsystem A and the second subsystem B, and the receiving side according to the network data and network state of the two subsystems. The vehicle-mounted network system according to claim 1 or 4 , wherein the first subsystem A or the second subsystem B determines to accept data. The vehicle-mounted signal system device is an vehicle-mounted device each having at least two communication interfaces, and each of the vehicle-mounted signal system devices accesses the two sub-networks via two or more communication interfaces. The vehicle-mounted network system according to claim 1. The vehicle-mounted signal system device operates simultaneously in the first subsystem A and the second subsystem B, and the receiving side follows the network data and network state of the two subsystems in the first subsystem A. The vehicle-mounted network system according to claim 1 or 6 , wherein the second subsystem B determines to accept data. A step in which the vehicle-mounted signal system device executes communication.
The vehicle-mounted signal system device operates simultaneously in the first subnet A and the second subnet B, and the receiving side follows the network data and network state of the two subnets in the first subnet A. Or decide to accept the data in the second subnet B.
Steps and
It is a step in which the main subsystem device performs communication.
The major subsystem device in each passenger vehicle simultaneously transmits a message in the first subnet A and the second subnet B, and the receiving side receives the network data and the network state of the two subnets. Therefore, it is determined to accept data in the first subnet network A or the second subnet network B.
Steps and
This is a step in which the normal subsystem device performs communication.
The normal subsystem device in each passenger vehicle transmits a message in the first subsystem A or the second subsystem B, and the same message is transmitted to the main subsystem device in the passenger vehicle. The main subsystem device in the passenger vehicle transfers the message in the second subsystem B or the first subnet A as a hot standby of the normal subsystem device, and the receiving side receives the message. Determines to accept data in the first subnet A or the second subnet B according to the network data of the two subnetworks and the network state .
Steps and
The communication method for an in-vehicle network system according to any one of claims 1 to 7 , wherein the method comprises.

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